Rerailing platform for railway turnout switches



Jan. 3, 1967 T. w. RYBAR 3,296,433

RERAILING PLATFORM FOR RAILWAY TURNOUT SWITCHES Filed May 8, 1964 2 Sheets-Sheet 2 37 /lo 24 2.9 32...- l

IN VENTOR.

TEDDY W RYE/1R A Horney United States Patent M 3,296,433 RERAILING PLATFORM FOR RAILWAY TURNOUT SWITCHES Teddy W. Rybar, McKeesport, Pa., assignor to United States Steel Corporation, a corporation of Delaware Filed May 8, 1964, Ser. No. 366,076 9 (Ilairns. (Cl. 246-423) This invention relates to railway turnout switches and, more particularly, to a platform that is placed in a turnout switch to facilitate rerailing flanged car wheels at such switch.

Split switches are a common cause of wheel derailments at turnout in railway track and are frequently caused by mate-rial lodging in the space between the switch point and one of the trackway rails. When material holds a turnout switch in a partially open position in this manner, a passing car wheel may be derailed by movement of its flange into the space between the switch point and trackway rail of the switch and, in addition to derailment, damage to the rails and switch may result. Derailments of this type are particularly troublesome in switches located near open hearth pouring pits in steel mills as the result of scale, flashings or other debris falling into the space between the switch point rail. Rerailing .a car is usually a tedious and time consuming operation that requires the services of a crew of men, blocking to elevate the car to a position in which its wheels may be rerailed, and frequently an additional locomotive for manipulating the car to effect rerailment of its wheels.

One of the objects of this invention is to provide an apparatus of simple and rugged construction that will both facilitate and expedite rerailment of flange car wheels at railway turnout switches. Generally stated, such apparatus comprises a wedged-shaped platform that is assembled in the space between the stock rail and the switch point, and closure rail of a turnout switch. In a manner to be described, the platform has a horizontal upper surface that furnishes a support over which the flange of a derailed wheel is rolled in a direction toward the intersection of the switch point and stock rail to render such rail and switch point effective with a wedging and camming action to elevate and move the wheel laterally to a rerailed position on the stock rail.

Other objects and advantages of the invention will become apparent from the following description and the accompanying drawings in which:

FIGURE 1 is a plan view of a conventional turnout switch equipped with the rerailing platform's of this invention and in which portions of the rails and switch point have been broken away to show the manner in which the rerailing platforms are arranged therebetween;

FIGURE 2 is a perspective view of one of the rerailing platforms shown in FIGURE 1;

FIGURE 3 is a sectional view taken along the line IIIIII of FIGURE 1 and illustrating the manner in which the rerailing platform of this invention furnishes a rolling support for the flange of a derailed car wheel; and

FIGURES 4, 5 and 6 are transverse sectional views taken at spaced intervals indicated generally by the lines IVIV, VV and VI-VI in FIGURE 1 which show successive positions of a car wheel and the manner in which it is rerailed by rolling movement to the left as viewed in FIGURE 1.

3,296,433 Patented Jan. 3, 1967 FIGURE 1 shows the invention applied to a turnout switch S between main railway track rails and branch 01' siding rails. The switch S is a conventional spring switch of a type which permits trailing through the switch :points without damage to the switch or switch stands. It comprises a straight stock rail 2 on one side and a curved stock rail 3 on the other side. Adjacent these stock rails are right and left hand switch points 5 and 6, respectively, which ar fastened together by switch rods 8. The switch points 5 and 6 are connected to their respective closure rails 1t) and 11 by splice bars 13 that form part of conventional hinge connections which provide for pivotal movement of the points 5 and 6 between open and closed positions. The splice bars 13 are shown somewhat diagrammatically in FIGURE 1. The stock rails 2 and 3 and the closure rails 10 and 11 are all mounted securely on ties 15. The switch points 5 and 6 are held in position by connecting rod 17 bearing through spring 18 against a frame 19 mounted on one of the switch rod 8. On the other end of connecting rod 17 is a switch stand 20. Lever 21 on the switch stand is turned to move the connecting rod 17 lengthwise and thereby change the position of switch points 5 and 6.

The rerailing platforms 24 and 25 of this invention have right and left hand constructions, respectively, and are mounted on opposite sides of the switch S along facing sides of the stock rails 2 and 3. They are fabricated by cutting steel slabs in a wedge or truncated triangular shape that corresponds to the triangular shape of the spaces bounded by a stock rail 23 on one side and a converging closure rail 1ti11 and switch points 5-6 on the other side. Each has a transverse dimension such that opposite sides 26 thereof extend between the heads 27 and flanges 28 of the rails between which they are positioned, while its horizontal upper surface 29 extends between and over the space between the rail heads 27 as shown in FIG- URES 4 and 5. In this manner the rerailing platforms 24 and 25 are supported on the rail flanges 28 and are held against vertical movement by the rail heads 27. In addition this arrangement locates opposite edges of the horizontal surfaces 29 under the rail heads 27 to prevent any possibility of the flange of a car wheel rolling over the surface 29 moving laterally out of engagement therewith and becoming wedged between the platform and a rail head.

The vertical spacing of the horizontal surface 29 on each platform relative to the tread surfaces 30 of the rail heads 27 is slightly greater than the radial dimension of a flange 31 of a car wheel 32. Thus, a platform under normal operation will not engage a flange 31 of a wheel 32 when tread 33 of the wheel has proper rolling engagement on the rail head surface 30 as shown in FIGURE 6. With this limitation on the vertical spacing of the platform surfaces 29 relative to the rail head surfaces 30, it will be understood that each surface 29 is preferably not at a lower level, but at a level as close to the rail head surfaces 3% as possible, so that it will support wheels 32 in a vertical position that promotes their being rerailed on the rail head surfaces 30 in a manner to be described.

The length and location of each platform 24 and 25 is such that its small end 35 extends into the space between one of the stock rails 23 and one of the switch points 56. The platform small ends 35, more specifically, extend to a point where the distance between the rail heads 27 of a switch point and a stock rail is less than the width w of a wheel 32, as shown in FIGURE 6, so that with the wheel 32 supported on the platform, its opposite sides 36 will engage such rail heads with a wedging action, and the wheel 32 will roll upwardly onto one of the rail head surfaces 30 in a manner to be described. At their large ends, the platforms have inclined ramps 37 that provide for rolling movement of a derailed wheel 36 onto the platform surfaces 29. Each platform has in its side 26 facing inwardly toward the center of the switch 'an elongated recess 38 that embraces one of the switch point splice bars 13 to hold the platform against movement in a lengthwise direction on the rail flanges 28 on which it is supported.

In operation, car wheel derailments take place as the result of a split switch upon movement of the car wheels in a direction from left to right through the switch S (FIGURE 1). In such case, the derailed car wheels drop into the space occupied by the rerailing platforms and into a position in which the car wheel flanges 31 engage the platform surfaces 29. The car wheels are rerailed by rolling them in a direction from right to left over the surfaces 29 as viewed in FIGURE 1. If the wheels 32 have rolled to a position beyond the platforms 24 and 25, the ramp surfaces 37 provide for their being rolled upwardly onto the horizontal platform surfaces 29. As the rolling movement of the wheels 32 continues in the direction toward the points of the switch points and 6, the wheels 32 move to the position shown in FIGURE 4 in which their opposite sides 36 have initial wedging engagement with the facing sides of the rail heads 27. As rolling movement of the wheels in this direction continues, this wedging action causes each wheel 32 to roll upwardly and off its supporting platform surface 29 to the position shown in FIGURE 5. The converging relation of the rail heads 27 of switch points 5-6 and stock rails 2-3 operates to move the wheels 32 laterally by a camming action to a position in which the wheel treads 33 have rolling engagement on the rail head surfaces 30 of stock rails 2-3, as shown in FIGURE 6.

After all of the derailed cars have been backed through the switch and rerailed in the above described fashion, the switch points 5 and 6 are reset and checked for position, and the rerailed cars are then pulled forward through the switch.

While I have thus illustrated and described my invention, modifications may of course be made without departing from the spirit of the invention, or the scope of the appended claims.

I claim:

1. An apparatus for rerailing a railcar wheel at a turnout switch of the type including a continuous stock rail in converging relation with a closure rail and a switch point comprising, a platform in the space between the :said converging elements and having a flat horizontal surface for supporting engagement with the flange of a derailed wheel, said flat horizontal supporting surface extending under the head of said switch point so as to be capable of supporting said wheel flange as it bears against the head of the switch point, and said flat horizontal surface being spaced below the head of said stock rail a distance at least equal to the radial dimension of said wheel flange and being at a vertical level rendering the heads of said stock rail and switch point effective with a wedging action against opposite sides of said wheel in response to rolling movement over said surface in a direction toward the point of said switch point to cam said wheel to a rerailed position in which its tread has rolling engagement on the head of said stock rail, said platform also having at its end furthest from said switch point a ramp over which the flange of a derailed wheel can roll upwardly onto said horizontal surface.

2. Rerailing apparatus as defined in claim 1 characterized by said horizontal surface extending to a position at one end of said platform between said switch point and said stopk rail Where a wheel supported by said surface will have its width bridgingthe space between the head of said switch point and said stock rail.

3. Rerailing apparatus as defined in claim 1 characterized by said platform comprising a steel slab having opposite edges thereof supported on the flanges of said stock and closure rails and opposite edges of its said horizontal supporting surface extending under the heads of said stock and closure rails and under the head of said switch point.

4. Rerailing apparatus as defined in claim 3 charac terized further by means including a splice bar connecting said switch point with said closure rail for pivotal move ment relative thereto, and by said steel slab having a recess in one of its sides in which said splice bar is received to hold said steel slab against lengthwise movement over said rail flanges.

5. An apparatus for rerailing a railway track wheel at a turnout switch of the type including a continuous stock rail in converging relation with a closure rail and a switch point comprising, a platform in the form of a steel slab having a flat horizontal surface and mounted in the space between the said converging elements, said slab having opposite edges thereof supported on the flanges of said stock and closure rails and opposite edges of its said flat horizontal supporting surface extending under the heads of said stock and closure rails and under the head of said switch point, said flat horizontal surface being spaced below the top of the head of said stock rail a distance at least equal to the radial dimension of said wheel flange so that it will be ineffective to interfere with normal rolling movement of railway track wheels over said stock rail and switch point, said flat horizontal surface extending to a point between said switch point and said stock rail where a wheel supported by said surface will have its width bridging the space between the heads of said switch point and said stock rail, and said flat horizontal surface being at a vertical level rendering said stock rail and switch point effective with a wedging action against opposite sides of said Wheel in response to rolling movement over said surface in a direction toward the point of said switch point to cam said wheel to a rerailed position in which its tread has rolling engagement on the head of said stock rail, said platform also having at its end furthest from said switch point a ramp over which the flange of a derailed wheel can roll upwardly onto said horizontal surface.

6. An apparatus for rerailing railcar wheels at a turnout switch of the type including two continuous stock rails, each in converging relation with an associated closure rail and switch point, comprising a platform in each of the spaces between said converging elements, each platform having a flat horizontal surface for supporting engagement with the flange of a derailed wheel, said flat horizontal supporting surfaces extending under the heads of said switch points so as to be capable of supporting said wheel flanges as they 'bear against the heads of said switch points, and each of said horizontal surfaces being spaced below the head of said associated stock rail a distance at least equal to the lateral dimension of the flange of one of said wheels and being at a vertical level rendering the heads of said associated stock rail and switch point effective with a wedging action against opposite sides of one of said wheels in response to rolling movement over said surface in a direction toward the point of said switch point to cam said wheel to a rerailed position in which its tread has rolling engagement on the head of said stock rail, each of said platforms having at its end furthest from said switch point a ramp over which the flange of a derailed wheel can roll upwardly onto said horizontal surface.

7. Rerailing apparatus as defined in claim 6 characterized by each of said horizontal surfaces extending to a point at one end of its platform between switch point and stock rail associated therewith, where a wheel supported by said surface will have its width bridging the space between the heads of said switch point and said stock rail.

8. Rerailing apparatus as defined in claim 6 characterized by each of said platforms comprising a steel slab having opposite edges thereof supported on the flanges of the stock and closure rails associated with said platform and opposite edges of its said horizontally supported surfaces extending under the heads of said stock and closure rails and under the head of said switch point.

9. Rerailing apparatus as defined in claim 8 further characterized by means including a splice bar connecting each of said switch point with its associated closure rail References Cited by the Examiner UNITED STATES PATENTS 2,589,077 8/ 1949 Haskell 246423 10 ARTHUR L. LA POINT, Primary Examiner.

D. F. WORTH, Assistant Examiner. 

1. AN APPARATUS FOR RERAILING A RAILCAR WHEEL AT A TURNOUT SWITCH OF THE TYPE INCLUDING A CONTINUOUS STOCK RAIL IN CONVERGING RELATION WITH A CLOSURE RAIL AND A SWITCH POINT COMPRISING, A PLATFORM IN THE SPACE BETWEEN THE SAID CONVERGING ELEMENTS AND HAVING A FLAT HORIZONTAL SURFACE FOR SUPPORTING ENGAGEMENT WITH THE FLANGE OF A DERAILED WHEEL, SAID FLAT HORIZONTAL SUPPORTING SURFACE EXTENDING UNDER THE HEAD OF SAID SWITCH POINT SO AS TO BE CAPABLE OF SUPPORTING SAID WHEEL FLANGE AS IT BEARS AGAINST THE HEAD OF THE SWITCH POINT, AND SAID FLAT HORIZONTAL SURFACE BEING SPACED BELOW THE HEAD OF SAID STOCK RAIL A DISTANCE AT LEAST EQUAL TO THE RADIAL DIMENSION OF SAID WHEEL FLANGE AND BEING AT A VERTICAL LEVEL RENDERING THE HEADS OF SAID STOCK RAIL AND SWITCH POINT EFFECTIVE WITH A WEDGING ACTION AGAINST OPPOSITE SIDES OF SAID WHEEL IN RESPONSE TO ROLLING MOVEMENT OVER SAID SURFACE IN A DIRECTION TOWARD THE POINT OF SAID SWITCH POINT TO CAM SAID WHEEL TO A RERAILED POSITION IN WHICH ITS TREAD HAS ROLLING ENGAGEMENT ON THE HEAD OF SAID STOCK RAIL, SAID PLATFORM ALSO HAVING AT ITS END FURTHEST FROM SAID SWITCH POINT AT RAMP OVER WHICH THE FLANGE OF DERAILED WHEEL CAN ROLL UPWARDLY ONTO SAID HORIZONTAL SURFACE. 